Lubricating system



- F. c. BLANCHARD LMBRLATING SYSTEM Fiied .July 5, 1925 2 sheets-sheet 2 Sheets-Sheet 2 wird? life/vena@ LUBRICATING SYSTEM Filed July 5, 1925 F. C. BLANCHARD et., Z, 1928.

Patentedl Oct. 2, 1928.4

v:umanitaria: c. BLANCHARD, ,or DoRcHnsTna, MASSACHUSETTS.

LUBRICATING SYSTEM.

Application filed July 3,

This invention relates to a novel lubricating system for motor vehicles, motor driven water and air-craft, and for other situations including stationary plants where there are bearings to be lubricated extraneous to the engine.

The invention will be best understood byv.

reference to the following description, when. taken in connect-ion with the accompanying drawin s of, whi e its scope will be more particularly pointed,y out in the appended claims.

In the drawings:

\ Fig. 1 is a side elevation of a motor ve-l hicle chassis equi ped with a lubricating system -exemplifying the invention;

Fig. 2 is an elevation on an enlarged scale, illustratin the manually-operable control valve of t e system;

Fig. 34 is a sectional view on line 3-3 of Flg. 2;

Fig. 4: is a sectional view, similar to Fig. 3,-but showing the valve positioned for the lubrication of the extraneous bearings;

Fig. 5 is a diagrammatic view illustrating L the system;

Fig. 6 is a sectional view on an enlargedl scale, illustrating the pressure relief valve;

Fig. 7 is la sectional view on an enlarged scale, illustrating a typical extraneous bearing in connection with a delivery branch furnishing Ioil thereto; and

Fig. 8 is a sectional view, on an enlar ed scale, illustrating one of the chokes use in connection with the extraneous system.

Referringv to the drawings, andto the embodiment of the invention selected lfor ex-y empliication, and having reference vat first l to Fig. 1, there is showna fnotorcar chassis comprisingA a frame 1]., supported by front and rear springs 12 and 13, and in turn supporting an engine 14 of common form, having a crank-shaft 15 (see Fig. 5), mounted. in bearings 16 and 17 within a crank-case 18. Thev various-bearing surfaces of the engine, including those of the crank-shaft, are-lubricated by an enginedriven pump 19, which draws oil from` aA reservoir 2O presentedA by the crank-case through va screen 21 and inlet pipe 22, and delivers the same through an outlet pipe'23 to a reliefvalve of common form, designated generally by the numeral 24, best shown in 'Fig 6. This valve comprises a casing 25, which presents -a seat 26 for a valve 27,

of one specific embodiment there- 1925. `seria1 No. 41,349.

usually la ball which is urged toward its seat by a 'spring 28. When the pressure rises to a predetermined point, the valve opens and by-passes some of the oil through a pipe 29 to the inlet side of the ump, sometimes directly back to the cran case, and sometimes into the pump inlet. The latter lform is shown in the p-resent example for the sake of simplicity. The remaindery of the oil is usually delivered at the predetermined pressure through a pipe 30,- and passages such as passages 31, 32 and 33, to

the various bearings of the motor. There is usually provided an oil pressure indicator such as a gage 34, to indicate the pressure predetermined by the relief valve.

ngine-driven land vehicles, aswell as water andiair-craft, usually have a number of bearingsurfaces-extraneous to the engine and extraneous to the driving mechanism, which require lubrication. This invention contemplates the lubrication of these extraneous bearings by connecting them temporarily to the engine lubricating systenL 'The system of which willl be outlined briefly.' yOil isv presents many, advantages, some taken from the crank-case of the' engine,V

thereby assuring the use of a high-grade lubricant l for the. extraneous bearings throughout the chassis. A thoroughly heated oil is thus provided for the extrane ous bearings. This oil will flow freely even inthe coldest weather, when practically all.

Qls not heated become vso sluggish thatthe -will not flow to the surfaces to be lubricate An` amplesupply of oil is assured at all times,-`becausef. .a 'motoristis usuall very careful to see'sthat the crank-case as an ample s upgilyogf oil, fand the motor will not run ver'y 1 arfnnless there is a sufficient supply. Byusing'gthemotor reservoir for the extraneousy bearings, no filling of aV separate reservoir is necessery, and Vof oil is stored, or carried outside of the crank-case. The use of the; usual motor oil no quantity pump forsupplying the extraneous bearing'sjf' saves the cost of a seperate pump, and is accomplishedw with Igreater ease than by the use of the hand-operated pump. The pressure regulating valve provided for the motor also develops and controls the'pressure of oil Supplied to the extraneous bearings.

In the present example, the extraneous bearings, like the engine bearings, are supplied-bya (irculatingj system which has lll several advantages. Its proper functioning requires that a considerable volume of oil' shall be circulated therethrough, thus placing the outlets to all extraneous bear,- ings under the same pressure, and assuring greater supply and distribution of oil to all points. Any air which may enter the system Will be carried through and out with is held there by means for the prevention of entrance of air 1n a manner presently to be described.

To these ends, the extraneous system comprises a conduit 35, in the form of a circuit which extends past all of the points to be lubricated, Yand at each of such points there is provided a branch 36. This circuit is placed in communication with the motor oiling system by the use of a manuallyoperable controlling valve (designated generally by the numeral 37), which will now be described, reference being had at yfirst to Fig. 5. Thisvalve comprises a casing 38, having an inlet 39, to Which is connected ak conduit 40, which leads from any appropriate' part of the motor circulatingy system in which a predetermined pressure is carried by'reason of the `provision of the relief valve. In the present example, this pipe is connected (see Fig. 6) to the valve casing 26.

Referring now to Fig. 3, the valve casing I 38 presents a seat 41 for an appropriate valve, herein a poppet valve 42, which is urged toward its seat b, an appropriate spring 43, one end of Whic is seated against an abutment presented by the valve, While the .other end is seated against an abutment presented byv a lug 44, threaded intoY the valve casing. pening movement of the valve in opposition to the spring is limited by an appropriate stop, herein an abutment presented b the plug 44. This stop predetermines t e travel of the valve, The ead of the valve isexposed Withina chamber 46, which is in communication 'With the conduit 4t), and hence the valve is always subject to the pressure of the oil 1n the Amotor-lubricating system. All oil entering the chamber 46 passes through a screen 47. which is clamped betvveen'the valve casing and a nipple 48 by a kind of union coupling comprising a collar 50 threaded'onto the valve casing. This nippleinntnrn is connected to the pipe 40 by a 'union coupling of common form comprising .a collar 51 threaded onto the nipple, and clamped against ythe end of the latter is` a bellmouthed or flared end 52, presented by the pipe. By this means, the screen is rendered accessibleA for inspection and cleaning, by unscrevving the collar 51 and bending the pipe 40 sidewise, after AWhich the collar 50 may be unscrevved to dismount the nipple and screen. The valve casing 38 presents another chamber 53, which yis always in communication/With the pipe 35,

`the latter being attached to the valve casing and nipple 61. The conduith 59 (see Fig. 5)

discharges into the crank-case. At a convenient point in this returnportion of the 4 feed line, there is placed a check valvexwhich prevents the entrance of air from the crankcase into the feed line, and thereby causes oil remaining in the distribution line to be held there, and thus revented from seeping through the outlets. In the present embodil ment, there is provided for this purpose a check valve 62 (see Fig. 3), cooperating With the lseat 63 presented by the nipple 61, to- Ward which seat the valve is urged by a spring 64. This is a convenient point also for the insertion of a choke to ensure the building up of a sulcient pressure in the distribution line, the choke in thel present example comprising a plug 65, shown in detail in/Fig. 8. This plug is provided with a l[lange 66, which is clamped between the end of the nipple 6l and the flared endof the pipe 59 by the union coupling 60 (see Fig. 3). The choke 65 (see Fig. 8) presents" an axial passage 67 and. a plurality of radial passages68 leading therefrom, so that several outlets arepresented, and if one or more become clogged, itis likely that'at least one Will-re1nain clear. This choke, together with the associated c heck valve, 'presents -a sutiicient obstruction at the return end of the 'feed line 4'to ensure the building up in the latter of ample pressure. It should of course be' understood 'that this same condition pertains to the various branches 36 lead ingr() the extraneous bearings, and to this i end, each ofthem (see Fig. 7) is provided with a choke 69 similar to'rthe choke. 65, and secured 1n a similar manner by a; union `'couplingI 70, khaving a fitting-*71 of appropriate mesme A typical extraneous bearing is illustrated in Fig. 7 by a spring bolt 72, to which the4 fitting 7l is secured by threading the same into one end of the belt, the latter being provided with a longitudinal passage 73 communicating with. the fitting, and a transverse passage 74 leading from the longitudinal passage to a bearing surface 75 to be lubricated. In the case of a spring bolt, this will `be the usual bushing inserted in the spring eye.

It will be remembered that a gage 34 is provided in connection with the motor oiling system, to furnish a visual indication of the pressure existing in the system when the engine and pump are in operation. It

v is equally desirable that there shall be a visual indication of the pressure in the extra-l neous oiling system when the latter is temporarily placed'in communication withthe motor oiling system. To this end, therefore, there is provided -a valve 76 (see Fig. 3), herein a piston lcarried by and in vtactr conveniently formed as anI integral part of ay stem 77 presented by the valve 42. The

` stem has a reduced portion 78, which is surpressure in the motor oiling system.

roundedby an annular chamber j 79, normally communicating by wa of a conduit 8O (see Figs. 2 and 5) with tile oilgpressu're gage. This conduit, as shown in Fig. 2, is attached to the valve casing 38:,.by ajunion coupling 81 and a nipple 82. `Also commu nicating with the chamber 79 is a passage 83 (see Fig.- 3), which leads to the chamber 46, the latter, it will be remembered, beingat all times in communication with the outlet of the pump. It follows that, in the| normal operation ofthe motor oiling system, the oil pressure gage is in communicationv with the pump, and therefore indicates the The length of the piston valve 76, lthe travel of the valve, and the location of the port leading to the conduit 80, are such-that when the\ valve 42 is opened to establish4 communication between the motor oilingsystem and the extraneous system, the piston valve 76 closes communication between the 'oil gage pipe 80 and the passage 83, and` establishes communication between' the oil gage pi e and the return end of the pipe 35, wh1c (see Fig. 4), it will be remembered,

f communicates with the transverse passage 58 in the valve casing. The valve stem 1s,

provided with a second reduced portion 84, which makes this result possible, inasmuch as there is thus" rovided about this reduced portionlan annu ar passage 85, which affords communication between the pipe. 35 and the pi e80.V l nasmuch as the valves 42 and 76 are connected together, their operation is conjoint, and operation of. one is accompanied by corresponding operation of the other'.l lThe operation of 'bothjis conveniently accomplished in the present example by the use of a small bell-crank lever 86 (see Fig. 2), herein fulcrumed on a pivot 87 on the valve casing, and having an arm 88, which engages the adjacent end of the valve stem. As shown in Fig. 4, the valvecasing is prf.- vided with a slot 89, 4which receives the lever, and affords a guide therefor..

The ,controllingvalve may be located at any convenient point, such as on the front face of a dash 9Q (see Fig. l), to which the valve casing may be secured by provid-ing the same with feet 92 and 93, secured to the dash by bolts or screws 94 and 95. The lever 86 may be operated by appropriate means located at any convenient point. In the present example, a rod 96, pivotallyv connected to the lever, leads to a knob 97, which extends through an instrument panel 98 (see Fig. l), which also supports the oil pressure gage.

aiA

The operation is quick, easy, clean and economical. It is only necessary to pull out the knob on the instrument panel and hold it for a few seconds while the motor is running, watching the pressure gage and noting that, first, duringthe kchange of yposition of the valve, the pressure drops'to zero, and then rises approximately to the pressure in the motor lubricating system. The knob is then released, and the extraneous system is automatically disconnected from'the oil pressure gage, as well as from the motor lubricating system. During the restoration of the valve to its normal position, the gage momentarily drops, and then rises aga-in,

now indicating the oil pressure in the motor lubricating system. While 'the gage thus perfoims `a dual function, and at `one time furnishes a visual indication of the pressure lin first one system and then the otherthe motor lubrication is not interrupted, while the extraneous bearings are being lubricated.

The construction is such that no oil pipes, sight feeds, orl reservoirs vfor the chassis oiling, are brought into the front compartment of the car, where leakage of oil might the road, all of the chassis bearings are :Suffie Lubrication is positive',K

ciently' lubricated.

and reliable, because uniform pressure of indicated intensity is applied 4to all outlets. sThere are no distribution nor check valves, nor ilters at the lubrication points, all of which would be likely to becme damaged or clogged by, dirt or sediment. .The pres- `sure indicated by the gage shows definitely that the system is functioning correctly. ln-

asmuch as a single gage is used for both systems, the correctness of the calibration of the ga e is of no particular consequence, because i?, when used in connection with the extraneous system, the gage gives the same reading that it did when connected to the engine oiling system only, the operator knows that the same pressure isbeing applied to the extraneous bearings. In short, the system presents many important advantages.

Having thus described one embodiment of the invention, but without limiting myseli thereto, what I claim and desireby lLetters Patent to secure is:

1. In a lubricating system, tli.e combination of an engine having. bearings, an oil reservoir, a pump taking oil from said reservoir, bearings extraneous to said engine, an

oil pressure indicator, and valve means having two positions, one in which said engine bearings and said indicator are in communication with the pump outlet and in which said indicator indicates the pressure of the oil being supplied to said engine bearings, and the other kin which said extraneous bearings and said indicator are in communication with the pump outlet and. in which said indicator indicates the pressure of the oil being supplied to said extraneous bearings to the exclusion ofsaid' engine bearlngS. i .Y

2. In a lubricating system, ,the combination of an engine havingfbear-ings, v:an oil reservoir, a pump takinggoil from said reservoir, bearings extraneous tof said engine. an oil indicator, means at! will to connect the outlet of said pump to said engine bear ings only or to said 'engine bearings and said extraneous bearings,-and means at will to connect saidindicator-to' saidengine bearings or to said extraneous bearings to the exclusion-Tof said en 4ne bearings.

3. v-In a motor. vehicle, the combination of van en ine having bearings', a lubricating system or said engine', a4 plurality of extraneous bearings which aiordsupport for said engine, an extraneous circulatory lubricating system for said extraneousbearings, and

an oil pressure indicator which serves bothl lubricating systems andwhich indicates the pressure in the return side of said extraneous s stem. I A

4. n a motor vehicle, the combinationof an engine having bearings,'a lubricatingsystem for said engine, a plurality` of extranef v ous bearings, a lubricating system or'said extraneous bearings, an oil pressure indicator, and means at Will to render said indi.- cator available for use in connection with eitier of said systems to the exclusion of the ot er. y

5. In` annotor vehicle, thelcoinibination ofn an engine having bearings and a lubricating system therefor, an .engine supporting frame,

position, renders said indicator available for use with the other of said systems.

6. In a motor vehicle, the combination of an engine having bearings,l a lubricating system for said engine, a plurality of extraneous bearings, a lubricating system for said extraneous bearings, an oil pressure indicator, means at will to render said indicator available for use in connection with either of said systems to the exclusion of the other, and means automatically to restore the last mentioned means tothe position in which lit serves said engine'lubricating system to the exclusion ofthe other system.

7. In a motor vehicle, the, combination of an engine havingbearings and a lubricating system therefor, an engine supporting frame, a lurality of bearings affording support for said frame, a lubricating system for the last.a mentioned bearings7 an oil pressure indi cator, a valve which in one position renders said indicator available for use with'one' of .sa-id systems and which, in another position, renders said indicator available for use with the other of said systems, and means tend- 8. In an engine driven vehiclefthe com- *ing to restore said -va`lve to the osition in f which said indicator 1s availablefor use in connection with said engine lubricating sys-v bination of an engine, an oil reservoir, an

engine driven pump having its inlet taking oil from said reservoir, a circulatory oiling system extraneous to said engine and havinga main inlet receiving oil from thefoutlet of said pump, a main outletleading back to said reservoir, and bearing outlets between said main inlet and said main (outlet, land a check valve and'aJ choke between tli'e vmost remote bearing outlet and said main outlet to cause the 'building up ofApi'essure in said extraneous system and -to place said bearing outlets under pressure.

9. In an engine driven vehicle the comn vloinationzoan engine, anoil reservoir, an

engine driven pump having its inlet taking oil from said reservoir, a circulatory oi'ling system extraneous to said engine and hav- `ing a main inlet receiving oil from the outletof said pump, a main outlet leading back to said reservoir, and bearing outlets between said main inletand said main outlet, means between the most remote bearing outlet and said main outlet tocause the building .up of pressure in said extraneous system and to place said extraneous bearing outlets under pressure, and pressure indicating means to indicate the oilv pressure intermediate the last-mentioned means and said remote bearof the oil supplied to said engine bearings' ing. as Well as that released from said engine 10. The combination of an engine liavingsy'stsm to said extraneous system, and means a circulatory oiling systemincluding a in said return connect-ion for determining 5 pump, an extraneous circulatory oiling systhe pressure of the oil impressed upon said l5 tem having a plurality of outlets and a reoutlets.

turnconnection to said engine,l means to'open In testimony whereof, I have signed my and close communication between said enname to this specification.

gine system and said extraneous system, a

0 regulating valve for regulating the pressure FREDERICK C. BLANCHARD. 

